Combination manifold and carbureter



G. E. FRANKLIN.

COMBINATION MANIFOLD AND CARBURETER.

APPLICATION FILED NOV. I3, I91].

1 24,806. Patented Dec. 16, 1919.

2 SHEETS-SHEET I.

46; III' 2.9 J4 J2 .I' II \'I I 73 2 I 24% 1-7 70 I? J h 26 1 ll 1 I G. E. FRANKLIN.

COMBINATION MANIFOLD AND CARBURETER.

APPLICATION FILED NOV 13. 1911.

Patented Dec. 16,1919.

. 2 SHEETS-SHEET 2 UNITED s'rATEs ATENT orn on GEORGE FRANKLIN, 0F DETROIT, MICHIGAN, ASSIGNOR ONE 'IHIRD -TO JOSEPH TRANCKED-AND ONE-THIRD TO FRANK E. I-IOSKINS, BOTH OF=DETROIT, MIQHIGAN.

Specification of Letters Patent. 7

Application filed November 13, 1917. Serial No. 201,834.

To all whom it may concern:

Be it known that I, GEORGE E. FRANKLIN, a citizen of the United States, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Combination Manlfoldsland Carbureters, of'which'the following is a specification.

My invention relates to new and useful improvements in manifolds for internal combustion engines and has for its ,prlmary object the provision of a manifold whlch will also serve as a oarbureter.

Another object of equal importance with the foregoing is the construction of a manlfold in such a manner that it will operate both as the intake and as the exhaust manifold for the engine. V

In this connection a still further ob ect ofmy invention resides in providing amanifold having a passage for exhaust gases and a passage for the explosive mixture and to so arrangethem that the passage for the explosive mixturewill be adJacent that for the exhaust vgases so that the heat of the exhaust gases will assist invaporizmg and preheating the explosive m xture.

Another object consists in provldlnjg a spray nozzle structure for supplying liquid fuel into the manifold so disposed that the fuel is drawn from the nozzle into-a duct disposed within the exhaust passage, being later'drawnfromthis" duct into the fuel passage of the manifold' 7 Another object resides in drawlng a r for the explosive mixture into the same duct into which the fuel is drawn and from a a point between the manifold and engine casing so that the air supplied is highly heated.

WVith these and other objects in view,

Figure -1-is a sideelevation of -a' conven tion al form of engine showing "my manifold applied thereto;

Fig. 2 is a horizontal sectional view particularly .showipcg themanner 1n whlch the device is secu-r 1n pos1t1on'{1i 9n ,h engme. .r

F 1g 3 is a'vertical sectional view takenyo'n rection of the arrows;

F g 4515' e t c "$Q iQ i W taik nfil the l n Hu Fig b tingn the-dimetion r-thearmvve I F I 5 i a menta yrear eleva on In order to insure'a'clear anda cur t 'u'nderstanding of my invention, its applica tion'and operation, I have illustrated it in 7 connection With a conventional form of internal combustion engine 1010f the ty'pfe'employe'd on Fordautomobiles.

This engine is of'the' 'L-'headtype having its inlet and exhaust ports all 'dispos'edat thesame side of the engine casing in the manner shown best -in-Eig. which the inlet ports are indicated by the numeral 11 and the exhaust ports by the numeral 12. As there shown, "the exhaust ports for the two central cylinders are disposed adjacent each other whil'e'the'inletports for the two front cylinders and the inlet portsfor the two rear cylinders are disposed at the front and rear of these exhaust ports. The exhaust ports for the front and rear cylinders being disposed at the front and rear of the inlet ports 11. a a

My 'improvedfmanifold includes a fmai-n casting or body 13' which is l-prjeferably of uniform height throughout its len gth jand whichhas its inner wall formed with ports 14 disposed to'register with the inlet ports Patented Dec. 16, 1919.

1-1 and with port 15 disp sed, to rgitfer' with fi' exh u' trort' 2 The epi al referablyfsurrounded by flanges or h oss s 16 so that the main'fbody of the manifold will be spaced somewhat from the engine casing'whenit is in place. The manifold through that portion of its length lying between the inlet ports 14 is thickenedi as indicated at 17 fand'a partition 1 wall 18 separates this thickened portion from the main bodyofthemanifold so that a continuous exhaust passage 19 is'jprovided through out the entire length ofth'efmain dy "Of he f ld n i fli ttp'a a Q O'is'provi de d the thiekeneuppdrtion; the

two being shut-off from each other. The ports 15 lead directly 'into'thefiexhaustpassage 19-, while' duc'ts' 21 establish icem nia i n betweene PO t 14am the, inlet Midway between the exhaust ports of the manifold which register with the exhaust ports of the central cylinders of the engine the back wall of the manifold is formed with an air inlet port :22 which communicates with the intake passage 20 through a duct 23 which leads through the exhaust passage 19.

As shown in Fig. these various ducts are of such diameter as to afford plenty of space above and below them for escape ofexhaust gases through the passage 19. The main body of the manifold is, of course, closed at one end and at its other end is adapted in any suitable manner, as indicated at 24, for connection with the usual exhaust pipe 25. Furthermore, at suitable intervals sleeves 26 extend completely through the manifold to receive the shanks of the bolts 2'? which are passed through the sleeves and threaded into the usual bolt receiving openings of the engine casing, these bolts replacing the ordinary clamp securing bolts employed with the manifolds now in use.

A jet nozzle pipe 28 is directed upwardly through the main body of the manifold with its upper end disposed substantially centrally of the intake duct 23 and this upper end, as best shown in Fig. 3, is formed to provide a frusto-conical valve seat '29. A needle valve 30 has its stem 31 passed through a suitable stutling-box 32 on the top wall of the manifold and through the lat erally directed arm 83 of a bracket at which is preferably secured to the manifold. A helical spring 35 bears between the arm 33 of the bracket and a pin 3601* other abutment carried by the valve stem to normally hold the needle valve in closed position. The stem 31 also passes through a slot in one arm of a bell-crank lever 38, which is pivoted to the bracket 34;, and carries nuts 39 by which the valve may be adjusted. r draw-rod 40 is pivoted at one end to the free arm of the lever 88-and projects through the dash 41 of the vehicle, terminating in any convenient form of handle 42. Secured to the dash, preferably within the hood of the vehicle, is a bracket 43 having a series of spaced notches 4 adapted to receive a laterally projecting pin or abutment 45 carried by the rod 40. By pulling this rod and seating its pin id in one or the other of these notchesthe valve may be opened to any desired extent and held in such position. A fuel supply pipe l6 leads from the nozzle pipe 28 to any suitable source of fuel supply such as the tank 47.

A butterfly'throttle valve 48 is interposed in the conduit 23 between its outer end and the needle valve and its stem 49 projects through the manifold and carries a lever 50 for connection with any suitable controlling mechanism so that the throttle valve be controlled from the steering wheel or by a foot-pedal as is usually the custom.

Preferably the outer end of the duct or conduit 23 is closed by a disk 51 of sheet metal or equivalent material cut and stamped out to provide a series of radial openings 52 for the passage of air and adjacent deflector blades 53 tilted to cause air entering through the plate to assume a whirling path so that it will more efi'ectively take up the liquid fuel from the jet nozzle and mix with it.

From the foregoing description, taken in connection with the drawings, the operation of my combined manifold and carbureter will be readily understood. lVhen starting the engine the pull rod 40 is drawn to seat the pin 45 in a notch which will hold the valve 30 fully open so that rich mixture may be assured. Upon cranking the enginethe suction of the engine cylinders will draw air into the intake duct 23 through the space between the port 22 and the engine casing and so past the jet nozzle 28 into the intake passage 20, taking liquid fuel with it. This air and fuel will be mixed in the passage 20 and will be drawn from this passage into the engine cylinders in the same manner in which it is drawn from an ordinary intake manifold. After the engine has been in operation a short time the rod may be released and the valve 30 partially closed as a weaker mixture will then be sufficient. By providing a suitable number of notches 4 1- any desired delicacy of adjustment for the valve may be obtained.

Of course, the supply of air through the intake conduit 23 and consequently the supply of liquid fuel and of explosive mixture to the engine is governed by manipulation of the throttle valve in the usual manner. It should be noted that the fan plate partially closing the opening of this passage serves to agitate the air entering the passage so that it will mix more intimately with the liquid fuel.

'Obviously as soon as the engine has been running for a short time the entire manifold, which is preferably cast or otherwise formed as a single piece, will become highly heated so that both the air and fuel admitted to it will be heated and the explosive mixture formed will be highly heated before it passes to the engine cylinders. This is particularly true due to the fact that the ducts leading from the inlet passage of the manifold to the inlet chambers of the engine pass through the exhaust passage and are, therefore, exposed to the heat of the exhaust ases.

Although the manifold illustrated is particularly designed for use with Ford engines it will, of course, be appreciated that with slight structural changes it may be adapted for use with all enginesof the L-head type. I, therefore, reserve the right to make any changes which may be desirable and which fall within the scope of the claims.

Having thus described the invention, what is claimed as new is:

1. A structure for the purpose specified including a body providing an exhaust passage and an intake passage and havlng a wall thereof formed with ports to register with the ports of an engine, the exhaust assage communicating with certain of the ports and the intake passage communicating with certain other of the ports, and means for admitting fuel mlxture tothe intake passage and opening through the wall of the body provided with said ports.

2. A structure for the purpose specified including a body providing an exhaust passage and an intake passage and having a wall'thereof formed with ports to register with the ports of an engine, certain of said ports opening directly into the exhaust passage, ducts establishing communication between certain other of the ports and the intake passage, and an intake duct leading through the exhaust passage to the intake passage and opening through said wall of the body. 7

3. A structure for the purpose specified including a body providing an exhaust passage and an intake passage and having a wall thereof formed with ports to register with the ports of an engine, the exhaust passage communicating with certain of the ports and the intake passage communicating with certain other ofthe ports, an intake duct opening through said wall of the body and communicating with the intake passage, anneans for supplying a fuel mixture within the intake duct.

4. A structure for the purpose specified including a body providing an exhaust passage and an intake passage and having a wall thereof formed with ports to register with the ports of an engine, the exhaust passage communicating with certain of the ports and the intake passage communicating with certain otherof the ports, an intake duct opening through said wall of the body and communicating with the intake passage, means for supplying a fuel mixture within the duct, and means for controlling air fiow through said duct.

5. A structure for the purpose specified including a body providing an exhaust passage and an intake passage and formed in one side thereof with ports to register with the ports of an engine, the exhaust passage communicating with certain of the ports and the intake passage communicating with certain other of the ports, and means for ad mitting fuel mixture to the intake passage from the side of the body provided with said ports.

6. The combination with a manifold having an intake passage and provided with an intake duct communicating with said intake passage, of a fuel supply pipe projecting into the intake duct, and manually operable means for controlling through said pipe.

In testimony whereor I afiix my signature.

GEORGE E. FRANKLIN.

the flow of fuel 

